Controller for elevators.



B. McINNERNEY. CONTROLLER FOR ELEVATORS.

/ APPLICATION FILED AUG-3,19I2 1,175,368. Patented Mar. 14, 1916.

2 SHEETS---SHEET I.

13 Attorney B. McINNERNEY. CONTROLLER FOR ELEVATORS.

APPLICATION FILED AUG.3, 1912. 1,175,368.

Patented Mar. 14, 1916.

Z SHEETS-SHEET 2.

h lira/076207? ff- .4525 x ZZZ ne 0% M7728 L a 6+ 17% WW 51.714 HorneBENJAMIN MoINNERNEY, OF COUNCIL BLUFFS, IOWA, ASSIGNOR TO WESTINGHOUSEELECTRIC & MANUFACTURING COMPANY, OF EAST PITTSBURGH, PENNSYLVANIA,

A CORPORATION OF PENNSYLVANIA.

CONTROLLER FOR ELEVATORS.

To all whom it may concern.-

Be it known that I. BENJAMIN TVICTNNER- Nnr, a citizen of the UnitedStates, residing at Council Bluffs, in the county of Pottawattamie andStat: of Iowa, have invented a new and useful Qontroller for Elevators,of whichthe following is a specification.

My invention relates to improvements in elevator controllers in whichstation switches are employed and where a period of time should elapsebetween the operation of any switch to move the controlled mechanism anda starting of the machinery at a future time.

The objects of my invention are :.1. To provide a means of interlockingthe various station switches against interference after the operation ofany one switch. 2. To pro vide a means for positively controlling thestation switches from the car. 3. Toprovide means to prevent a loss ofcontrol by the initial operator of the station switches except by anoperator in the car. 4. A

means to clear out any operation of any station switch by a failure ofcurrent so that upon a return of the current a switch must be operatedanew before there can be a movement of the car. 5. To vary the armatureresistance by the least possible number of contacts. 6. To provide ameans of controlling the variation of armature resistance by the use ofa, single series relay. 7. T 0 provide a means for controlling thestarting resistance in connection with interlocking the stationswitches. 8. To control the variation of armature resistance'by thecombined use of a single series relay and a solenoid involving a timeelement with means to delay the operation of the starting of the carwith reference to-the control of the station switches. I attain theseobjects by the mechanism disclosed in the accompanying drawing, inwhich-- Figure 1 is a diagrammatic illustration of the entire controllerswitch-board; Fig. 2 is a diagrammatic illustration of the controllerswitch-board comprising an auto matic slow-down arrangement.

Similar letters refer to similar parts throughout the several views.

.The armature of the motor moving the mechanism of the elevator isdiagram- Specification of Letters Patent.

matically represented at A, the shunt field winding at F and anelectrical brake solenoid at B. The lines 7 and 5 supply current fromany suitable source to be used in the controller mechanism. The solenoidB is adapted to operate a brake upon anysuitable part of the drivenmechanism. A

line switch represented at L is adapted to connect the contact points Land L, and the line 7 with the lines B and Ffithereby closing the brakecircuit and the shunt field circuits respectively' The solenoid of theup-switch, U is arranged to operate the switches 70, Z and a, for themovement of the armature of the motor to the elevator.

mechanism in one direction which will be designated as up the solenoidof the downswitch D is arranged to operate the switches a, Z and for theopposite direction of the armature A for the direction which will becalled down. The cores of the solenoid of the reversing switches U and Dare mechanically arranged so that .at all times when either is operatedto close the other cannot be closed. Thus if the switches 70, .Z and aare closed, the switches is Z and a held open and the switches 70, Z anda cannot be closed at the same time that the switches 70 and Z and aarein the same'position.

means here shown as dash-pot al.- Thein terlocking switch 6 has contactpoints in the lines 4, 6 and 1". The station relays m, m and m aresupplied for each station or stopping place of the elevator car or cage,and

' maybe'substantially alike. The station relay m has a brush 0 adaptedto be moved in and out of contact with the conducting sectimis w and y.The station relays m and m" are similarly provided with brushes 0' and0',

respectively. The latch 71 is adapted to hold the brush 0 in oneposition out of contact.

The lever t is arranged to move the'brush 0 to the position out ofcontact. The latch 32 is electrically operated in any suitable man ner,as here shownby the solenoid 2a. The emergency relay n is arranged toelectrically Patented Mar. 14, 1916.

Application filed August 3, 1912. Serial No. 713,190.

The solenoid b is arranged to operate the hold the trips w from actingto lift the brushes 0, 0' and 0 out of contact. The trips w, whenreleased electrically by the relay n, are arranged to move the lever t,to

operate the brushes 0, 0 and 0'1 of the re-.

'brushes 0, 0 and o to take the position in contact. The brush 0 isarranged to'move'to the position in contact when the latch p is operatedby the solenoid u of the station relay m and m, and when the trip w isnot released by the relay n. The brushes 0 and 0 are similarlycontrolled by solenoids u and u" of station relays m and m. The stationrelays m, m and m may be of any number equal to the stations from whichcontrol is desired. Here only three are shown, it being sufficient toillustrate the apparatus. The station relays m, m and m and any othersthat maybe employed for additional stations are arranged to berelatively adjusted so their distances apart may be made proportional,to the distances be- .tween the stations from which the machinery is tobe controlled. Two conducting sectionsfw and 3 are arranged with aninsulating section ivy interposed.- The movement of the sections it, y,with the insulating section my is arranged proportional to the movementof the car of the operated mechanism, and in the same directionsrelative to the relays m m and m. Upon one of the moving sections as y,a brush 1 makes contact to transmit current to the section 3 formovement of the car in one direction as up; and upon the moving section:20 the brush 2 makes contact to transmit current to the section a: formovement of the car in the other direction as down. The sections as andy are each of suflicient length and travel so that the brushes 0 and 0of the station relays m and m may respectively be upon thesection withthe brushes 1 and 2 to connect them.

GF Cl and CF represent station switches or push buttons on the car.

F F and F represent station switches at the stations in multiple withthe station switches on the car and are each respectively arranged toconnect the line 6 with the lines F and F and F The lines F F and F areconnected to the stationrelays m, m and m, respectively, the said relaysm, m and m being also each connected to the line 5*". In the line 5, maybe placed the door switches 5 b and b for each station in series sothat, when the switches are closed, the line 5 is connected with 5*. Theemergency switch 4 is upon the car and connects the lines 4 and 49,breaking connection between them when oplation that enables me todispense with a large number of series relays involving a multlpllcationof parts and contacts and .that enables me to simplify to the greatestextent my controlling apparatus. It is obvious that the use of thecontrolling switch having the solenoid b, and the series relay 1' forcontrolling the operation of a motor may be used independently of amultiplicity of station switches and would be adapted to be used in caseonly one operating switch were employed, in which event the interlockingswitch 2' may be omitted from the controlling switch having the solenoidb.

The provision for'a mechanical means for clearing up the various stationswitches and the use of a current to hold ofi the means for mechanicallyrendering the station relays ineffective,.enables me to provide in mystructure a positive means of making the whole system of control subjectto operation anew in case of a failure of current or accident.

To this system of control may also be added a slow-down element.Referring now toFig. 2, the brushes 0, 0 and 0 ofthe station relays m, mand m" respectively, are provided with suitable contacts 0s, 0s and 0s.The line 0 completes the circuit through the solenoid of the switch 10to the line 7 .The solenoid 10 is adapted to close the circuit in line 7to 11, and when the circuit through the solenoid 10 is broken, thecircuit through the line .12 is closed. In-the line 12 is placed asuitable switch 14, which is arranged to close the armature circuitthrough the resistance ad in Fig. 2. Line 12 and the resistance 803 andthe armature are all in multiple circuit. Upon the conducting sections00 and y and adjacent to the insulating section 003 are placed raisedportions mv and y, or the said conducting sections :1: and y are formedhaving the raised portions m and 3 respectively, adapted to change theposition of the brushes 0, 0 and 12 o" asthey approach the insulatingpiece my, when the slow-down is used in connec tion with the system ofcontrol.

The operation of my system may be described as follows: The currentbeing supplied upon the lines 5 and 7 upon the operation of any stationswitch, the circuit is completed through the line 7 the line 3, and theemergency relay n. The emergency The emergency switch 4 being closed thecircuit is then completed through the line 4:, the interlocking switch tand the line 6.

' If any one of the station switches CF, CF 15' CF on the car, or thestation switches F F F at the stations is closed, the circuit will becomplete through the line 6 andone of the lines F, F F Assuming that thestation switch F or CF is-closed by the operator, the circuit will thenbe completed through the line F and the station relay m and the solenoidu will operate to drop the brush 0 upon the conductor w and the circuitwill be completed through the lines 5, 5 and the out-line 5, The brush 0having dropped upon the movable conductor m, a circuit will be completedthrough the line 4, the interlocking switch a, the line 1*, the solenoidof the line switch L, the solenoid of the up switch U, the line 2, theline 2*, the brush 0, the lines-5 5 and 5. It is assumed that all of thedoor switches in the line 5 are closed. If any. one of them is open, theoperation of anystation' switches as F F or F will be ineflective. Theclosing of the circuit by the dropping of the brush 0 in contact withthe conducting section a? will operate the'line switch L, connecting thecontact points L and L and the lines 7 withthe lines 1'", 13*, F". Thecurrent through the up switch-U will operate to closethe switches a, land is. It will be noted that the switches F and CF are the highestswitches in the series and result in energizing the up switch U to closethe switches a Z and is. The disposition of the apparatus was thus madefor a movement of the car toward the switch operated, or in an upwarddirection. Upon the closing of the switch it and the line switch L, thecircuit is completed through the lines 13*, the brake B,-the line B, Band through the switch is to the line 5, thereby releasing the brake B.A circuit is 'also' completed through the shunt field F and the armatureA. A circuit is. also completed from the line 7 through the solenoid bof the controlling switch, the resistance 6, the line 8 and the switch7? to the line 5. This operates thecontrolling switch having the contactpoints 0, 0', c", c andalso operates the interlocking switch 2' to breakthe circuits through lines 4 and 6, and 4 and 1". The operation of thecontrolling switchhavlng a solenoid 6 involves a time element. The

core of the solenoid b is arranged to be retarded 'in both directions inany suitable manner, here shown by a dash-pot d. The energizing of thesolenoid bcloses the switch at the contact 0 after a sutficient time haselapsed and in the same manner successively closes the switch on thecontacts '0' c 0" I When thec'ontrolling switch having the solenoid b ismoved to contact with the points 0, c, c" and 0", a circuit is closedthrough the line 1" and through the series relay 7', as well as through1" and the resistances f, g and h; and when the current is suflici'entlystrong, the series relay 7* will open, thus throwing into the circuit ofthe solenoid b the resistance 6, and thereby regulating the movement ofthe core of the solenoid b of the controlling switch.

When the switchais closed by the operation of the up switch U} a circuitis completed which extends from line 7 through the line switch L, relay7*, line 1, the re sistances f, g and h, the lines 0 the switch a, theline a", the armature A, the line a and the switch is to the line 5. Theseries relay 1' being in the circuitof the armature resistance, it willbe operated only when the current reaches a predetermined value.

As the armature accelerates, the vcurrent falls below such value and theseries relay r closes and further operates to close the successivecontacts 0, 0 c and c; When the current through the solenoid b, of thecontrolling switch operates .it to make contact, with the point a, theresistance 7 is short circuited and the resistance 9 and h are left inseries with the armature. Like wise, when the points 0' and 0" arebrought in contact, by the energizing of the solenoid b, with the bar ofthe controlling switch, the resistances g and h are short circuited. Andwhen the bar of the switch operated by the solenoid b makescontact with0' the whole of the-armature resistance is short circuited and thecircuit is completed from the line 7 through the line switch L, the line1, the series relay 1' and the point of the' controlling switch 05", theline 9, "the switch a, the line A", the armature A, the line a and'theswitch 7: to the line 5. The motor is gradually speeded up by thussuccessively cutting out the armature resistances. By the operation ofthe controlling switch having the solenoid 7), the interlocking switch ais opened. The interlocking switch 2' thus renders inoperative any of\the station switches F F F or CF CF CF so that it is impossible afterthe starting of the motor and attached mechanism to take it away fromthe first operator by the attempted operation of any station switch andthe car will travel toward the floor switch F or toward the stationrepresented by the car station switch CF". When the car has reached thestation to which it was called by the operation of the station switch For CF the conducting strip m will have moved so that the brush 0 of thestation relay m is moved upon the insulating strip my, breaking theconnection between the line 1*, and the line 5*", whereupon the circuitthrough the line switch L will be broken and the car will stop. Uponoperating another station switch as F 2 or CF the circuit will then beestablished through the line 3, the relay n, the lines 4* and d,interlocking switch a, line 6, line F the relay m, line 5*", line 5 andline 5. The brush 0 will then be thrown in contact with the conductingstrip m and the circuit established through line 1*, the line switch L,the down-switch D, the lines 1, 1", 5"", 5 and 5. This Will operate theline switch L to close on the contacts L and L and the down-switch D toclose the switches a, is and Z. The armature circuit will thus beestablished in the opposite direction to that just heretofore describedand a circuit will be established from the line 7 through the lineswitch L, the series relay m, the line rthe resistances f, g, h, theline 9, the switch .a', the line A, the armature, the line a",

through the switch and the line 5. Circuit will also beestablished-through the line 7, the solenoid b,-rthe resistance 6, theline 8, B and through the switch is to the line 5, thereby energizingthe solenoid b to operate the controlling switch in the same manner asheretofore described, closing on the contacts 0,, c", c' and opening theinterlocking switch z. As the controlling switch having the solenoid bis operated to close against the contacts 0, a, a", 0", the resistancesf, g and h are respectively short circuited. As the resistances f, g andk are short circuited by the operation of the controlling switchconnecting the points 0, c", 0'.,'the current will be increased throughthe line 1?", and the series relay 1- until it operates the switch,throwing the resistance e into series with the solenoid b, retarding themovement of the core of the solenoid b. As heretofore described, whenthe movement of the car was assumed in the other direction, the operation of any station switch after the in- .terlocking switch a hasbeen opened, will be ineffectual. The car will then bemoved towardthestation switch, which has just been operated until the insulating piecemy has moved under the brush'o, of the station relay m; unless thecircuit is otherwise breken, and the car will stop at the station towhich 'it was called by the operation of the station switch.

In stopping the car at any intermediate place other than the station towhich vit is called by the operation of the proper stationswltch, andfor retaining control by the operator in the car, the emergency switch 4is employed. Assuming that the up-switch U is closed, closing theswitches is, Z and a, and that the car is moving toward the stationcontrolled by the fiocr switch F then the insulating piece my will besomewhere between the brushes 0 and 0". If the operator opens theemergency switch, the circuit through relay n, the lines 4*, 4. and 1the line-switch L, the up-switch U, the line 1, 1*, 5 *,5 and 5, will bebroken and the armature and brake circuits will be broken and the carwill stop. The circuits of the solenoid of the relay n, having beenbroken, the trips to will be released and will lift the brushes 0, 0 and0 and the whole switch-board will be cleared.

It will be observed that when the interlocking switch 2' is opened, thecircuit through the lines 4 and 1 after the operation of either theup-switch U or the downswitch D the controlling circuit is completed bythe switches Z or Z, respectively, so that the circuit through theemergency relay n, the solenoid of the line switch L and either the upor down switch is maintained after the interlocking switch 2' hasrendered ineffective the station switches. Thus by operation of theemergency switch 4 the operation of any station switch will immediatelybe rendered ineffectual. In event of the operation'of a station switchexactly simultaneously with a station switch upon the car, one or theother of said switches will control, depending upon the disposition ofthe up and down or reversing switches. The operator in the car can clearthe switch-board by the operation of the emergency switch and thereuponby again operating the proper switch upon the car control the operation.In event of the operation of two oppositely disposed station switches asF and F or F and CF, simultaneously, the car will move toward thestation corresponding to one or the other of the station switchesoperated, as F depending upon the disposition of the, reversingswitches. When the insulating piece my has lifted the brush as 0corresponding to the station to which the car has been called, thecircuitwill then be broken and the car stopped. The breaking of thecircuit through the brush 0 of the station relay m corresponding to thestation to which the car has been called as heretofore describeddee'nergizes the solenoid of the reversing switch as D, allowing thereversing switch as D to fall and open the switch Z, breaking thecircuit through the emergency relay n, allowing the trips to to lift anyof the re maining brushes 0 or 0" that may be down, clearing up theboard and preventing a return of the car to the station whose oppositelydisposed switch .has been simultaneously operated. It will be readilyobserved that due to the time element of the non-interference switch 73,before the-same is closed and when two station switches oppositelydisposed have been operated simultaneously, one of the reversingswitches either U or D will have operated to have broken the circuitthrough the switch Z or Z and the emergency relay n. It will be a parentthat switches placed between tile lines 1 and 1*, if operated at thelimits of travel of the car, will open the line switch and stop the car.In alike manner, a limit switch placed between'the lines 2 and 2 at thedown limits will operate in the same way to stop the car at the end ofits down travel. The circuit of the shunt field F is also controlled bythe'line switch L, the circuit being completed through the lines 7, Fand F to the line 5. In a similar manner, if the station switch F or CFbe operated, the up-switch U will be-closed and,,unless otherwisestopped, the car will move upward until the insulation piece my movesproportionately with the car to its limit when the circuit through thebrush 0 and the line 1 will be broken and the car stopped and the boardcleared. The operation of either of the remaining switches F CF F or CF?will start the car back with the same regulation and control asdescribed.

It will readily be seen that between the time the emergency switch 4 hasoperated or the insulating section-my has broken the circuit, thecontrolling switch having the solenoid b will require some time to leavethe contacts 0 0 0' and c and close the interlocking switch so the carcan be'moved by the operation of a station switch at any other station.It also givestime to open doors and prevent loss of control. By hold ingthe emergency switch open the operator in the car can preventinterference from any station.

In the system illustrated in Fig. 2, whenany. one of the station relaysm, m or m" have one of their brushes 0, 0 or 0 in contact with theconducting sections :0 or y and not upon the raised portion thereof, wor 3'1, thep rticular brush will make contact with the contact point 08,08 or 08" as the case may be. Thus as the brush 0 is in contact witheither of the conducting sections on or y, it will also be in contactwith the contact piece 08' and the solenoid 10 will be energized. Whenthe solenoid 10 is energized, the circuit'through the line\7 is closedand the circuit through the line 12 is broken. As the circuit throughthe line '12 is broken, the switch 14 opens and the slow-down resistancead is cut out of the armature circuit, The closing of the circuit in theline 7 at 11 operates to energize the solenoid b of the controllinswitch having thecontacts 0, c, c" and 0 This results in graduallycutting out successively the resistapproaches the brush 0, the brush 0will be thrown out of contact with the contact piece 08, and thesolenoid 10 will be deen'ergized, the circuit through the line 12 willbeclosed, the solenoid of the switch 14 will then be energized from thearmature circuit. and the switch 14 be" closed throwing the slow-downresistance in multiple with the armature circuit. The deenergizing ofthe solenoid of the switch 10, at the same time that itenergizes'the'solenoid of the switch 14,'breaks the circuit of line 7 at11 and deener'gizes the solenoid b of the controlling switch. Thus itwill be seen that by the breaking of the circuit between the brush 0 andthepontact piece 08, the slow-down resistance is cut into the-armaturecircuit tending to dynamically brake the same, and at the same time outsin the resistances f, g and 7:. into the armature circuit, producing adynamic slow-down. conducting sections a: and 3/ and the insulatingpiece my, brings the brush 0 on to said insulating piece my, thusbreaking the control circuit as heretofore described and therebystopping the car.

What I claim is:

1'. In an electric system for a traveling car or mechanism; a pluralityof selectively operable station relays and switches, and meanscomprising an emergency relay for rendering all of said station relaysmechanically inoperative upon cessation of current in said emergencyrelay circuit.

I 2. In an electric operating system for a traveling car or mechanism; aplurality of station relays and switches, and an emergency relaymechanically rendering all of said station relays inefiective uponcessation of current in said emergency relay circuit andanon-interference switch interlocking said station switches.

3. In an electric operating system for a traveling car or mechanismraplurality of station relays and switches; an emergency relaymechanically rendering all 0 said station relays ineifective uponcessation of current'in said emergency relay circuit, and a timecontrolled non-interference switch in-- terlocking said stationswitches.

' 4:. In an electric system for a traveling car or mechanism; aplurality of station relays and switches, an emergency relay, andmechanical means controlled by said rela for rendering all of saidstation relays ine A further movement of thefectivc upon cessation ofcurrent in said emergency relay circuit, and dynamic braking meanscontrolled by said station relays.

5. In an electric operating system for a traveling car or mechanism; aplurality of station relays and switches, an emergency relay, mechanicalmeans for rendering all of said station relays ineffective uponcessation of current in said emergency relay circuit, and anon-interference switch interlocking said station switches.

6. In an electric operating system for a traveling car or mechanism; anelectric motor, a plurality of station relays, as emergency relay,mechanical means for rendering all of said station relays inefi'ectiveupon cessation of current in said emergency relay circuit, a timecontrolled non-interference switch for interlocking said stationswitches, and a dynamic braking circuit for said motor controlled bysaid station relays.

7 In an elevator system, the combination with a plurality of selectivelyoperable station relays and switches, of mechanical means for renderingall of said relays inoperative, andelectro-responsive means forcontrolling said mechanical means.

8. In an elevator system, the combination,

with a plurality of selectively operable station relays and switches, ofmechanical means for-locking said station relays in an inoperativep'osition,-and a relay for controlling said mechanical means. 7

9. In an elevator system, the combination with a pluralityof-selectively operable station relays and switches, of mechanical meansfor. simultaneously rendering all of said relays inoperative, and anemergency relay for controlling said mechanical means.

' 10. In an elevator system, the combination with an electric motor, aplurality of sta .tion relays for selectively. controlling said motor, aplurality of station switchesand a corresponding number of car switchesfor controlling said relays,.means forrendering said station relaysinoperative, and means for interlocking said station switches.

11. In a system of control for a traveling car or mechanism, an electricmotor, a

switch arm for controlling the motor circuit, a plurality of stationrelays and switches, a non-interference switch for interlocking saidstation switches and means controlled by said station switches forcontrolling said switch arm and said'non-interference switch.

12. In a system of control for a traveling car or mechanism; an electricmotor, a switch arm for controlling the motor circuit, a means having atime element for operating said switch arm, and means whereby thestrength of the current in the motor circuit automatically influencessaid time element control; a plurality of station relays and switches,and a non-interference switch conrusses nected to said switch arm forinterlocking said station switches.

13. In an electric operating system for a traveling car or mechanism; aplurality of station switches, a plurality of station relays adapted tobe operated by said station switches," an emergency relay, mechanicalmeans for rendering all of said station re lays ineffective uponcessation of current in said emergency relay circuit, and an emergencyswitch to break such relay circuit.

14. In a controller for an electrically driven car or mechanism, anelectric motor, a controlling switch adapted to vary the armaturecircuit and having a time element; a series relay adapted toautomatically influence said controlling switch, a plurality of stationswitches and relays for controlling the said controlling switch, anelectrically released emergency relay, a switch for controlling theemergency relay and a non-interference switch operated by saidcontrolling switch adapted to render all station switches inefiec tiveafter the operation of one of said switches duringmovement of the carand for a period thereafter.

15. In an elevator system, the combination with an electric motor, aresistor in circuit therewith and controlling means for saidresistor, ofa plurality of station relays and station switches, means forinterlocking said switches, and means controlled by said switches foractuating said controlling means and said interlocking means.

- 16. In an elevator system,.the combination with an electric motor, aresistorin circuit therewith and controlling means for said resistor, ofa plurality of station relays and station switches, a switch forinterlockingsaid station switches mechanically connected to saidcontrolling means, and

electro-re'sponsive means for actuating said controlling means. 17. In asystem of control for an electrically driven mechanism, an electricmotor,

an electrically operated controlling switch 4 adapted to vary the motorcircuit and having a time element; a series relay ada ted toautomatically influence the contro ing switch and station switches, andmeans in connection with said controlling switch for renderinginefi'ectual the operation of the station switches after the operationof any one of said station switches.

18. In av controller for an electrically driven car or'mechanism, anelectric motor,

a controlling switch adapted to vary the motor circuit and having a timeelement; a series relay adapted to automatically influence saidcontrolling switch, a plurality of station switches and relays, anelectrically released emergency relay and switch, and a non-interferenceswitch operated by said controlling switch.

19. In a controller for an electrically driven car or mechanism, anelectric motor, a controlling switch adapted to vary the motor circuitand havlng a time element; a

series relay adapted to automatically influence said controlling switch,a plurality of station switches and relays, an electrically releasedemergency relay and switch, a non-interference switch operated by saidcontrolling switch, and reversing switches for controlling saidcontrolling switch.

20.1n a controller for an electrically driven car or mechanism, anelectric motor, a controlling switch adapted to,vary the motor circuitand having a time element, a series relay adapted to automaticallyinfiuence said controlling switch, a plurality of station switches andrelays, an electrically released emergency relay and switch, anon-interference switch operated by said controlling switch, and a brakecircuit for said motor controlled by said station relays. 21. In acontroller for an electrically driven car or mechanism, a controllingswitch adapted to vary the motor circuit and having a time element, aseries relay adapted to automatically influence said controlling switch,a plurality of station switches and relays, an electrically releasedemergency relay and switch, a non-inter- [SEAL] ference switch operatedby said controlling switch, and electro-responsive means for controllingsaid controlling switch.

22. In a controller for an electrically driven car or mechanism, acontrolling switch adapted to vary the motor circuit and having a timeelement, a series relay adapted to automatically influence saidcontrolling switch, a plurality of station switches and relays, anelectrically released emergency relay and switch, a non-interferenceswitch operated by said controlling switch, and hatch door switches inseries with said station switches.

23.1n a controller for an electrically driven car or mechanism, acontrolling switch adapted to Vary the motor circuit and having a timeelement, a series relay adapted to automatically influence saidcontrolling switch, a plurality of station switches and relays, anelectrically released emergency relay and switch,v a non-interferenceswitch operated by said controlling switch, and a slack cable switch inseries with said station switches.

BENJAMIN MCINNERNEY. Witnesses:

HENRY PETERSON, ETHEL H. INGRAHAM.

It is hereby certified that in Letters Patent No. 1,175,368, grantedMarch 14,

1916, upon the application of Benjamin Mclnnerney, of Council Blufls,Iowa, for an improvement in Controllers for Elevators, errors appear inthe printed specification requiring correction as follows: Page 2, line15, strike out the word and reference-letter and m" page 6, line 14,claim 6. for the word as read an; and

that the said Letters Patent should be read with these correctionstherein that the same may conform to the record of the case in thePatent Office.

Signed and sealed this 18th day of April, A. 1)., 1916.

R. F. WHITEHEAD,

Acting Commissioner of Patents.

